Systems and methods for freight tracking and monitoring

ABSTRACT

System, methods, and computer program products are provided for enhanced freight tracking and monitoring. The system may track the location of a freight shipment within a carrier&#39;s transportation network from the time it is picked up by a carrier from a consignor until it is delivered to a consignee, provide for weight determinations and shipping re-classifications of the freight shipment during transport, and provide real-time status information and reports to the carrier, consignor, and/or consignee.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.12/201,672, filed Aug. 29, 2008, which is a continuation of U.S.application Ser. No. 12/201,533, filed Aug. 29, 2008, the contents ofboth of which are hereby incorporated herein in their entirety byreference.

BACKGROUND OF THE INVENTION

The shipping industry is comprised of various types of shippers,including small package carriers, less-than-a-load (“LTL”) carriers, andtruck load carriers. Small package carriers usually transport packagesor boxes from multiple consignors, while truck load carriers typicallytransport entire trailer loads from a single consignor. LTL carriers, onthe other hand, generally transport freight that falls in between smallpackages and trailer loads. For example, LTL carriers may move freightfrom multiple consignees in a single trailer load, such as crates, scrapmetal banded together, vehicle parts, pallets of boxes, drums, and thelike. This freight is usually consolidated into a single trailer andtransported through a carrier's transportation network. To track thefreight and provide carrier personnel with routing and handlinginstructions, LTL carriers currently use paper bills of lading. The useof paper bills of lading decreases the efficiency and throughput ofcarrier transportation networks—relying almost solely on the efficiencyof carrier employees—and does not provide for real-time visibility offreight progressing through a transportation network.

In addition to using paper bills of lading to track freight, LTLcarriers often use the weight and shipping classifications on the billsof lading (provided by consignors) to appropriately charge consignorsand/or consignees for transporting the freight. And although manycarriers have internal audit mechanisms to verify the weight andshipping classifications provided on the bills of lading, the auditprocedures are generally paper-driven and manual in nature. Thepaper-driven and manual nature of the current audit procedures limit thecarriers' ability to efficiently and cost-effectively audit much of thefreight they transport. For instance, carriers often have personnel whoare specifically employed to audit freight shipments. Typically, thepersonnel manually verify the shipping classifications and weightprovided on the bills of lading by personally inspecting the freight.This methodology usually enables carriers to only audit select freightshipments, leaving the majority of freight shipments unaudited andpossibly incorrectly classified.

BRIEF SUMMARY OF VARIOUS EMBODIMENTS OF THE INVENTION

In general, embodiments of the present invention provide systems andmethods for enhanced freight tracking and monitoring. In particular,freight shipments can be electronically tracked from receipt of thefreight shipments from a consignor(s) through delivery of the freightshipments to a consignee(s). Moreover, during transport, the freightshipments can be inspected, classified, reweighed, re-classified, havetheir billing updated, and have their status provided to variousentities while moving through a carrier's transportation network.

In accordance with one aspect, a system is provided for enhanced freighttracking and monitoring. In one embodiment, the system may include anenterprise system in electronic communication with a lift truckcomputing device, wherein the enterprise system includes one or moreprocessors that may be configured to receive shipping data associatedwith a freight shipment, and wherein the shipping data includes a uniqueidentifier assigned to the freight shipment and informationcorresponding to the destination of the freight shipment. In thisembodiment, the enterprise system may also be configured to generate anelectronic manifest, which includes at least a portion of the shippingdata associated with the freight shipment, and electronically transmitthe electronic manifest that includes at least a portion of the shippingdata associated with the freight shipment. Moreover, the lift truckcomputing device includes one or more processors that may be configuredto: receive the electronic manifest; cause display of at least a portionof the electronic manifest via a display; and receive input initiating alocation event for the freight shipment, wherein the location eventindicates the location of the freight shipment.

In accordance with another aspect, a system is provided, which, in oneembodiment, may include a lift truck computing device disposed on a lifttruck, the lift truck computing device comprising a memory, a display,and one or more processors; a reweigh computing device disposed on thelift truck; and an imaging device. In this embodiment, the lift truckcomputing device may be configured to receive an electronic manifestthat includes at least a portion of shipping data associated with afreight shipment. The imaging device may be configured to capture one ormore images of the freight shipment and electronically transmit the oneor more images of the freight shipment to the lift truck computingdevice. And the reweigh computing device may be configured to determinea weight of at least a portion of the freight shipment andelectronically transmit the weight determination to the lift truckcomputing device.

In accordance with yet another aspect, a computer-implemented method isprovided, which, in one embodiment, may include: receiving, via anenterprise system, shipping data associated with a freight shipment,wherein the shipping data includes a unique identifier assigned to thefreight shipment and information corresponding to the destination of thefreight shipment; generating, via the enterprise system, an electronicmanifest, wherein the electronic manifest includes at least a portion ofthe shipping data associated with the freight shipment; electronicallytransmitting, from the enterprise system, the electronic manifest thatincludes at least a portion of the shipping data associated with thefreight shipment; receiving, via a lift truck computing device disposedon a lift truck, the electronic manifest; displaying, via a displaydisposed on the lift truck, at least a portion of the electronicmanifest; and receiving, via the lift truck computing device, inputinitiating a location event for the freight shipment, wherein thelocation event indicates the location of the freight shipment.

According to another aspect, a computer-implemented method for enhancedfreight tracking and monitoring is provided. In this embodiment, themethod may include: receiving, via an enterprise system, an electronicmanifest that includes at least a portion of shipping data associatedwith a freight shipment; capturing, via an imaging device, one or moreimages of the freight shipment; electronically transmitting, from theimaging device to a lift truck computing device disposed on a lifttruck, the one or more images; determining, via a reweigh computingdevice disposed on the lift truck, a weight of at least a portion of thefreight shipment; and electronically transmitting, from the reweighcomputing device to the lift truck computing device, the weightdetermination of at least the portion of the freight shipment.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

Having thus described the invention in general terms, reference will nowbe made to the accompanying drawings, which are not necessarily drawn toscale, and wherein:

FIG. 1 shows an overview of one embodiment of a system that can be usedto practice aspects of the present invention.

FIG. 2 shows a handheld computing device according to one embodiment ofthe invention.

FIG. 3 shows an enterprise system according to one embodiment of theinvention.

FIG. 4 shows a supervisory computing device according to one embodimentof the invention.

FIG. 5 shows an embodiment of a lift truck to that can be used topractice aspects of the present invention.

FIG. 6 shows a lift truck computing device according to one embodimentof the invention.

FIGS. 7-10 are flowcharts illustrating operations and processes that canbe used in accordance with various embodiments of the present invention.

FIGS. 11-20 show universal input and output produced by one embodimentof the invention.

DETAILED DESCRIPTION OF VARIOUS EMBODIMENTS OF THE INVENTION

Various embodiments of the present invention now will be described morefully hereinafter with reference to the accompanying drawings, in whichsome, but not all embodiments of the inventions are shown. Indeed, theseinventions may be embodied in many different forms and should not beconstrued as limited to the embodiments set forth herein; rather, theseembodiments are provided so that this disclosure will satisfy applicablelegal requirements. Like numbers refer to like elements throughout.

Methods, Apparatus, Systems, and Computer Program Products

As should be appreciated, the embodiments may be implemented as methods,apparatus, systems, or computer program products. Accordingly, theembodiments may take the form of an entirely hardware embodiment, anentirely software embodiment, or an embodiment combining software andhardware aspects. Furthermore, the various implementations may take theform of a computer program product on a computer-readable storage mediumhaving computer-readable program instructions (e.g., computer software)embodied in the storage medium. More particularly, implementations ofthe embodiments may take the form of web-implemented computer software.Any suitable computer-readable storage medium may be utilized includinghard disks, CD-ROMs, optical storage devices, or magnetic storagedevices.

The embodiments are described below with reference to block diagrams andflowchart illustrations of methods, apparatus, systems, and computerprogram products. It should be understood that each block of the blockdiagrams and flowchart illustrations, respectively, can be implementedby computer program instructions, e.g., as logical steps or operations.These computer program instructions may be loaded onto a general purposecomputer, special purpose computer, or other programmable dataprocessing apparatus to produce a machine, such that the instructionswhich execute on the computer or other programmable data processingapparatus implement the functions specified in the flowchart block orblocks.

These computer program instructions may also be stored in acomputer-readable memory that can direct a computer or otherprogrammable data processing apparatus to function in a particularmanner, such that the instructions stored in the computer-readablememory produce an article of manufacture including computer-readableinstructions for implementing the functionality specified in theflowchart block or blocks. The computer program instructions may also beloaded onto a computer or other programmable data processing apparatusto cause a series of operational steps to be performed on the computeror other programmable apparatus to produce a computer-implementedprocess such that the instructions that execute on the computer or otherprogrammable apparatus provide operations for implementing the functionsspecified in the flowchart block or blocks.

Accordingly, blocks of the block diagrams and flowchart illustrationssupport various combinations for performing the specified functions,combinations of operations for performing the specified functions andprogram instructions for performing the specified functions. It shouldalso be understood that each block of the block diagrams and flowchartillustrations, and combinations of blocks in the block diagrams andflowchart illustrations, can be implemented by special purposehardware-based computer systems that perform the specified functions oroperations, or combinations of special purpose hardware and computerinstructions.

General Overview

In general, according to various embodiments of the present invention,methods, apparatus, systems, and computer program products are providedfor enhanced freight tracking and monitoring. A system according to aparticular embodiment may include a handheld electronic device, anenterprise system, a local computing device, a supervisory computingdevice, a lift truck computing device, a reweigh computing device, andan imaging device to provide for freight tracking and monitoring. Forexample, the handheld electronic device may receive information (e.g.,shipping data) contained on a bill of lading when a freight shipment ispicked up from a consignor. A unique identifier (e.g., a PRO number) maythen be associated or assigned to the freight shipment, and arepresentation of the unique identifier may be physically attached tofreight. After the handheld electronic device receives the informationincluded on the bill of lading, it can transmit the information to theenterprise system.

The enterprise system can use the information provided by the handheldelectronic device to plan the freight shipment's route through thecarrier's transportation network. After the route is planned, theenterprise system may generate an electronic manifest, which may includethe information from the bill of lading, the planned route, and handlinginstructions. The enterprise system may then transmit the electronicmanifest to the local computing device and/or the supervisory computingdevice. One or both of these devices can be used to ultimately transmitthe electronic manifest to the lift truck computing device.

Once the electronic manifest has been received by the lift truckcomputing device, the lift truck computing device may cause display theelectronic manifest or at least a portion thereof via a display. At thispoint, the lift truck operator can select a freight shipment totransport. With the freight shipment selected for transport, the freightmay then be identified and inspected. Information regarding theinspection of the freight (e.g., information regarding the condition ofthe freight referred to as “inspection data”) may be received by thelift truck computing device as automated input or as manual input. Thelift truck computing device may then determine if the inspection dataexceeds an inspection threshold. If the inspection threshold (e.g.,actual weight versus weight on the bill of lading) of the freightshipment is exceeded, the lift truck computing device may generate aninspection alert. Otherwise, the lift truck computing device may proceedwith the reweigh process and the reweigh classification of the freight.

In the reweigh process, according to one embodiment, the freight isplaced on the forks of the lift truck to determine, via the reweighcomputing device, the weight of the freight shipment. Once completed,the reweigh computing device may transmit the weight determination tothe lift truck computing device. In addition to receiving the weightdetermination, the lift truck computing device may also receive imagesof the freight shipment captured by the imaging device. For example, asthe lift truck carrying the freight pulls out of a trailer, one or moreimaging devices mounted above a strip door may take one or more imagesof the freight on the forks of the lift truck and transmit them to thelift truck computing device. Using the images captured by the imagingdevice, the lift truck computing device can determine the dimensions ofthe freight. With the dimensions and weight of the freight shipment, thelift truck computing device, in one embodiment, can determine thereweigh classification (e.g., the shipping classification at thisreweigh process stage) based on the minimum average density in poundsper cubic foot. The lift truck computing device can then compare thereweigh classification to the billing classification (e.g., the shippingclassification indicated on the bill of lading), and respondappropriately. For instance, if the reweigh classification and thebilling classification are substantially the same, the transport processmay proceed. Otherwise, the lift truck computing device may generate aclassification alert and transmit the reweigh classification to theenterprise system, which in turn may update the billing classificationfor the freight shipment. Thus, in one embodiment, the enterprise systemmay update the billing classification to reflect the reweighclassification and charge the consignor or consignee accordingly.

After the freight shipment has been identified, inspected, reweighed,and/or the like, the freight shipment may be transported to the location(e.g., within the hub, another trailer, or the same trailer) indicatedin the electronic manifest. Once the freight is transported to thecorrect location, the lift truck computing device can receiveinformation identifying the location. The information identifying thelocation may be received as automated or manual input, e.g., as inputentered by the lift truck operator or input received from barcode labelsplaced throughout a facility. Additionally, the lift truck computingdevice can receive a location validation confirming the location of thefreight shipment.

During the entire transport process, the lift truck computing device mayalso receive telematics/parametric data about the lift truck, itsmovement, and/or the like. The lift truck computing device may evenprovide the above-described information to the enterprise system and thesupervisory computing device as it received. This information can thenbe used to generate reports and provide real-time visibility of theinformation to the carrier, consignor, and/or consignee.

General System Architecture

FIG. 1 provides an illustration of one type of system that can be usedin conjunction with various embodiments of the present invention. Asshown in FIG. 1, the system may include a handheld electronic device 100(“handheld”), an enterprise system 105, a local computing device 110,and a supervisory computing device 115. In general, the term “computingdevice” is used generically throughout to refer to any computer,mainframe, desktop, notebook or laptop, distributed system, server,gateway, switch, or other processing device configured to perform thefunctions described herein. Each of these components of the system maybe in electronic communication with one another, a shipper, a consignee,or a consignor (e.g., with the aid of a personal computer (“PC”),laptop, or similar electronic device) over the same or differentwireless or wired networks including, for example, a wired or wirelessPersonal Area Network (“PAN”), Local Area Network (“LAN”), MetropolitanArea Network (“MAN”), Wide Area Network (“WAN”), and/or the like.Additionally, while FIG. 1 illustrates the enterprise system 105, localcomputing device 110, and supervisory computing device 115 as separate,standalone entities, one of ordinary skill in the art will recognizethat the various embodiments herein are not limited to this particulararchitecture. For example, the functionality of the enterprise system105, the local computing device 110, and the supervisory computingdevice 115 may each occur on a single server, a mainframe computersystem, multiple distributed or centralized servers, or similar computersystems or network entities.

As also indicated in FIG. 1, the system may include a lift truck 120.The term “lift truck” is used generically to refer to any forklift,stacker truck, side loader, high/low, pallet truck, hand truck,handcart, stack truck, and/or the like that is capable of transportingfreight. As discussed in greater detail below, and as shown in FIG. 5,the lift truck 120 may include a reweigh computing device 500, a lifttruck computing device 510, and a lift truck display 515. These devicesmay be disposed on the lift truck 120 and be configured to performvarious functions in the process of transporting freight and/or otheritems by a carrier from a consignor to a consignee through the carrier'stransportation network. Also, although not shown, the reweigh computingdevice 500 and the lift truck computing device 510 (including the lifttruck display 515) may be in electronic communication with one another,the handheld 100, the enterprise system 105, the local computing device110, and the supervisory computing device 115 via the same or differentwired or wireless networks. Moreover, although each device is shown as aseparate, standalone entity, the functionality of some or all of thedevices may be combined using a single computing device or distributedvia multiple computing devices.

Finally, the system may also include an imaging device(s) 125. Theimaging device 125 may be any analog or digital camera for capturingimages of items, such as images of freight shipments and/or other itemsto determine their dimensions, e.g., height, length, width, or anycombination thereof. The imaging device 125 may, for example, be mountedover a strip door or on a wall proximate a strip door. In oneembodiment, the imaging device 125 captures digital images that can beelectronically stored and communicated to various computing entities.And although not shown, the imaging device 125 may also be in electroniccommunication with the reweigh computing device 500, the lift truckcomputing device 510 (including the lift truck display 515), thehandheld 100, the enterprise system 105, the local computing device 110,and the supervisory computing device 115 via the same or different wiredor wireless networks.

Handheld Electronic Device

FIG. 2 provides an illustrative schematic representative of a handheld100 that can be used in conjunction with various embodiments of thepresent invention. The term “handheld” is used generically throughout torefer to any handheld electronic device, such as a pocket PC, deliveryinformation acquisition device (“DIAD”), personal digital assistant(“PDA”), handheld computer, smartphone, portable media player, camera,laptop, pager, converged device, handheld game console, personalnavigation device, and the like—including both wireless and wirelinedevices. As shown in FIG. 2, the handheld 100 may include an antenna212, a transmitter 204, a receiver 206, and means, such as a processingdevice 208, e.g., a processor, controller, or the like, that providessignals to and receives signals from the transmitter 204 and receiver206, respectively. The signals provided to and received from thetransmitter 204 and the receiver 206, respectively, may includesignaling information in accordance with an air interface standard ofapplicable wireless systems. In this regard, the handheld 100 may becapable of operating with one or more air interface standards,communication protocols, modulation types, and access types. Moreparticularly, the handheld 100 may operate in accordance with any of anumber of second-generation (“2G”) communication protocols,third-generation (“3G”) communication protocols, and/or the like.Further, for example, the handheld 100 may operate in accordance withany of a number of different wireless networking techniques, includingBluetooth, 802.11 (“Wi-Fi”), 802.16 (“WiMAX”), ultra wideband (“UWB”),and/or the like. Via these communication standards and protocols, thehandheld 100 can communicate with the various entities shown in FIGS. 1and 5. The handheld can also download changes, add-ons, and updates, forinstance, to its firmware, software (e.g., including modules), andoperating system.

The handheld 100 may also comprise a user interface (that can include adisplay 216 coupled to a processing device 208) and/or a user inputinterface (coupled to the processing device 208). The user inputinterface can comprise any of a number of devices allowing the handheld100 to receive data, such as a keypad 218, a touch display (not shown),barcode reader (not shown), radio frequency identification (“RFID”) taginterrogator (not shown), or other input device. In embodimentsincluding a keypad 218, the keypad 218 can include the conventionalnumeric (0-9) and related keys (#, *), and other keys used for operatingthe handheld 100 and may include a full set of alphabetic keys or set ofkeys that may be activated to provide a full set of alphanumeric keys.In addition to providing input, the user input interface can be used,for example, to activate or deactivate certain functions, such as screensavers and/or sleep modes. Although not shown, the handheld 100 may alsoinclude a battery, such as a vibrating battery pack, for powering thevarious circuits that are required to operate the handheld 100, as wellas optionally providing mechanical vibration as a detectable output.

The handheld 100 can also include volatile memory 222 and/ornon-volatile memory 224, which can be embedded and/or may be removable.For example, the non-volatile memory may be embedded or removablemultimedia memory cards (“MMCs”), secure digital (“SD”) memory cards,Memory Sticks, EEPROM, flash memory, hard disk, or the like. The memorycan store any of a number of pieces or amount of information and dataused by the handheld 100 to implement the functions of the handheld 100.For example, the volatile and non-volatile memory can be used totemporarily or permanently store input from the computing device and/orinput entered by the user via the user input interface. The memory canalso store content, such as computer program code for an applicationand/or other computer programs.

Enterprise System

FIG. 3 provides a schematic of an enterprise system 105 according to oneembodiment of the present invention. As will be understood from thisfigure, in this embodiment, the enterprise system 105 may include aprocessor 305 that communicates with other elements within theenterprise system 105 via a system interface or bus 361. A displaydevice/input device 364 for receiving and displaying data may also beincluded in the enterprise system 105. This display device/input device364 may be, for example, a keyboard or pointing device that is used incombination with a monitor. The enterprise system 105 may furtherinclude memory 366, which may include both read only memory (“ROM”) 365and random access memory (“RAM”) 367. The server's ROM 365 may be usedto store a basic input/output system (BIOS) 326 containing the basicroutines that help to transfer information to the different elementswithin the enterprise system 105.

In addition, the enterprise system 105 may include at least one storagedevice 363, such as a hard disk drive, a CD drive, and/or optical diskdrive, for storing information on various computer-readable media. Thestorage device(s) 363 and its associated computer-readable media mayprovide nonvolatile storage. The computer-readable media described abovecould be replaced by any other type of computer-readable media, forexample, magnetic cassettes, flash memory cards, and digital videodisks. As will be appreciated by one of ordinary skill in the art, eachof these storage devices 363 may be connected to the system bus 361 byan appropriate interface.

Furthermore, a number of program modules may be stored by the variousstorage devices 363 and/or within RAM 367. Such program modules mayinclude an operating system 380, a planning module 370, a report module360, a visibility module 350, a manifest module 340, and a billingmodule 330. These modules may control certain aspects of the operationof the enterprise system 105 with the assistance of the processor 305and operating system 250. For example, as discussed in more detail belowwith regard to FIGS. 7-10, according to one embodiment, the planningmodule 370 may generate shipping/routing plans (e.g., door and truckassignments) used in transporting freight shipments. Additionally, themanifest module 360 can generate electronic manifests, and thevisibility module 350 can provide real-time visibility to the movementof freight in a carrier's transportation network. The billing module 330may provide and update billing information for freight shipments before,during, and after shipment. And the report module 360 may generatereports relating to one or more freight shipments. In addition to theprogram modules, the enterprise system 105 may store one or moredatabases (not shown) with one or more tables therein. As will berecognized, the described architectures are provided for illustrativepurposes only and are not limiting to the various embodiments. In thisregard, although various program modules are described, the softwareneed not be modularized.

Also located within the enterprise system 105 may be a network interface374 for interfacing with the handheld 100, the local computing device110, the supervisory computing device 115, the imaging device 125, thereweigh computing device 500, and the lift truck computing device 510.This communication may be via the same or different wired or wirelessnetworks (or a combination of wired and wireless networks), as discussedabove. For instance, the communication may be executed using a wireddata transmission protocol, such as fiber distributed data interface(“FDDI”), digital subscriber line (“DSL”), Ethernet, asynchronoustransfer mode (“ATM”), frame relay, data over cable service interfacespecification (“DOCSIS”), or any other wired transmission protocol.Similarly, the enterprise system 105 may be configured to communicatevia wireless external communication networks using any of a variety ofprotocols, such as 802.11, general packet radio service (“GPRS”),wideband code division multiple access (“W-CDMA”), or any other wirelessprotocol.

Supervisory Computing Device

FIG. 4 shows a schematic diagram of a supervisory computing device 115according to one embodiment of the invention. Similar to the enterprisesystem 105, the supervisory computing device 115 may include: (1) aprocessor 405 that communicates with other elements within thesupervisory computing device 115 via a system interface or bus 461; (2)a display device/input device 464; (3) memory 466 including both ROM 465and RAM 467; (4) a storage device 463; and (5) a network interface 474.The ROM 465 may store a BIOS 426, while the storage device 463 and/orRAM 467 may store an operating system 480 and a visibility module 470for controlling certain aspects of the supervisory computing device 115with the assistance of the processor 405. For instance, the visibilitymodule 470 may provide real-time current status information formonitoring the movement of freight shipments and/or other itemstraveling through a carrier's transportation network. As will beappreciated by one of ordinary skill in the art, one or more of thesupervisory computing device 115 components may be locatedgeographically remotely from the other supervisory computing device 115components. Furthermore, one or more of the components of supervisorycomputing device 115 may be combined within the enterprise system 105 ordistributed via other systems or computing devices to perform thefunctions described herein. That is, the described architectures areprovided for exemplary purposes only and are not limiting to the variousembodiments. Thus, although various a program module is described, thesoftware need not be modularized.

Lift Truck

Finally, FIG. 5 shows a diagram of an illustrative lift truck 120according to one embodiment. As mentioned, the lift truck 120 mayinclude a reweigh computing device 500, one or more telematics sensors505, a lift truck computing device 510, a lift truck display 515, andRFID tag interrogator and/or barcode readers (not shown). A schematic ofthe lift truck computing device 510 according to one embodiment is shownin FIG. 6. Similar to the enterprise system 105 and the supervisorycomputing device 115, the lift truck computing device 510 may include:(1) a processor 605 that communicates with other elements within thelift truck computing device 510 via a system interface or bus 661; (2) adisplay device/input device 664; (3) memory 663 including both ROM 665and RAM 667; (4) a storage device 663; and (5) a network interface 674.The ROM 665 may store a BIOS 626, while the storage device 663 and/orRAM 667 may store an operating system 680, an inspection module 670, alocation module 650, and a reweigh classification module 640, forcontrolling certain aspects of the lift truck computing device 510 (withthe assistance of the processor 605). In particular, via these modules,the lift truck computing device 510 may provide information aboutfreight shipments and/or other items traveling through a carrier'stransportation network. For example, the information provided mayinclude inspection data, information identifying freight locations, andreweigh classifications. In one embodiment, the inspection module 670may provide inspection data regarding a freight shipment, and thelocation module 650 may provide information about the location of thefreight shipment. As also shown in FIG. 6, the storage device 663 and/orRAM 667 may also store a reweigh module 660 and a telematics module 630.The reweigh module 660 may be used in conjunction with the reweighcomputing device 500 to receive weight determinations of freightshipments or other items. For example, the reweigh computing device 500can determine the weight of freight or other items placed on the fork520 of the lift truck 120, and this determination may be sent to thelift truck computing device 510 (to the reweigh module 660). The reweighclassification module 640 may then use the weight determination toensure that the freight shipment is properly classified based on itsweight by determining a reweigh classification.

With respect to the telematics module 630, the lift truck computingdevice 510 may collect telematics/parametric data and transmit thetelematics data to the enterprise system 105, the local computing device110, and/or the supervisory computing device 115. For example, the lifttruck computing device 510 may, with the aid of the processor 605 andthe telematics module 630, receive telematics data from one or moretelematics sensors disposed on the lift truck, such as variable voltagesensors, oil pressure sensors, seat sensors, seatbelt sensors, globalpositioning sensors (“GPS”), speed sensors, distance sensor, and thelike. This telematics data can be manipulated and/or communicated to theother system entities described herein for various purposes, includingevaluating operator efficiency and tracking the movement of freightshipments.

Also, as will be appreciated by one of ordinary skill in the art, one ormore of the lift truck computing device 510 components may be locatedgeographically remotely from the other lift truck computing device 510components. Furthermore, one or more of the components of the lift truckcomputing device 510 may be combined within the enterprise system 105 ordistributed via other systems or computing devices to perform thefunctions described herein. Similarly, the described architectures areprovided for illustrative purposes only and are not limiting to thevarious embodiments. Therefore, although various program modules aredescribed, the software need not be modularized.

The functionality, interaction, and operations executed by the systemsand devices discussed above and shown in FIGS. 1-6, in accordance withvarious embodiments of the present invention, are described in thefollowing sections.

General System Operation

Reference will now be made to FIGS. 7-20, which provide examples ofoperations and input and output produced by various embodiments of thepresent invention. In particular, FIGS. 7-10 provide flowchartsillustrating operations that may be performed to track freight shipmentsas they move through a carrier's transportation network and audit, forexample, weight and classification information provided by consignees(or others). Some of these operations will be described in conjunctionwith FIGS. 11-20, which illustrate input and output that may be producedby carrying out the selected operations described in relation to FIGS.7-10. The terms “freight” and “freight shipment” are used generically torefer to any item or items than can be transported by a carrier to aconsignee. For example, freight or freight shipments may include smallpackages, scrap metal banded together, vehicle parts, boxes, crates,drums or boxes strapped to a pallet, and/or the like.

Before the process begins, in one embodiment, a driver for a carrier maybe dispatched to pick up freight from a consignor. For example, aconsignor may call a carrier, such as United Parcel Service of America,Inc. (“UPS®”), to have the carrier pick up a freight shipment to betransported by the carrier to a consignee. After the driver arrives atthe location of the freight shipment, the driver may use a handheld 100to scan an electronically readable portion (e.g., a barcode, MaxiCode,or text) of a bill of lading (“BOL”) corresponding to the freightshipment. Alternatively, the handheld 100 receives information containedon the BOL as manual input from the driver. Generally, a BOL is adocument that includes information about a freight shipment, such as theweight of the shipment, the number of pieces in the shipment, thecontents of the shipment, the class of the shipment, the date theshipment is picked up from the consignor, the date the shipment is to bedelivered to the consignee, consignee information (e.g., name and zipcode of the consignee), regulatory information such as UN Numbers (e.g.,four-digit numbers that identify hazardous substances and articles), orthe like. The information on the BOL (or portions thereof) isgenerically referred to as “shipping data.” Thus, as indicated in Block700, by receiving information from the BOL as scanned input or manualinput, the handheld 100 receives shipping data for the freight shipment.

In addition to or in combination with receiving the shipping data, thehandheld 100 may associate or assign a unique identifier to the freightshipment, such as a progressive number (“PRO number”), a BOL number, apurchase order number, or a set of alphanumeric characters. The uniqueidentifier (e.g., “123456789”) can then be used by the carrier toidentify and track the freight shipment as it moves through thecarrier's transportation network. Such unique identifiers can be affixedto the freight shipment by, for example, using a sticker with the uniqueidentifier printed thereon (in human and/or machine readable form) or anRFID tag with the unique identifier stored therein. In one embodiment,the unique identifier is associated with and affixed to each separableitem being transported as the “freight shipment.” So, for example, ifthe freight shipment included fifteen pallets, each pallet could beassigned the same unique identifier and have a corresponding sticker orRFID tag attached thereto (or attached to each item on the pallets).Alternatively, each of the fifteen pallets could be assigned a differentunique identifier and have separate stickers or RFID tags attached toeach of the pallets.

After the handheld 100 receives the shipping data, the handheld 100 maytransmit the shipping data to the enterprise system 105 (Block 705). Atthis point, the enterprise system 105 can then receive the shipping datafrom the handheld 100 and plan the freight shipment's route through thecarrier's transportation network (Blocks 710 and 715). The term “plan”is used generically to refer to routing the freight shipment to theconsignee. This planning may include tasks such as assigning the freightshipment to a particular trailer for a given transportation segment,assigning the trailer that is to transport the freight to a specificdoor at the next hub facility for loading or stripping (i.e., unloading)the various freight shipments, and/or providing handling instructions toa lift truck operator(s). In one embodiment, the planning is performedby the planning module 370. Illustratively, if the freight were en routefrom Los Angeles to Orlando, the planning module 370 coordinates thedoor and/or trailer assignment at the next hub facility (or at each hubfacility en route to Orlando) to ensure that the freight shipment isloaded onto the correct trailer. Thus, if all freight shipments leavingLos Angeles en route to Florida are being loaded out of door “82” intotrailer “A12,” the planning module 370 would establish a route usingdoor 82 to load the freight shipment into trailer A12.

Once the freight shipment is processed through the appropriate outbounddoor and loaded into the correct trailer, for example, the freightshipment can then be logically “linked” to the trailer. Thus, if freightshipment 123456789 is loaded into trailer A12 through outbound door 82(at a Los Angeles hub), freight shipment 123456789 can be logicallylinked to trailer A12 for purposes of tracking the progress of thefreight shipment as it moves through the carrier's transportationnetwork. During its transport through the carrier's network, the freightshipment might be linked (and unlinked) to trailers, planes, hubfacilities, precise locations within a hub facility, delivery trucks,and/or the like.

In planning routes, the planning module 370 may contemplate variousfactors to maximize the efficiency and throughput of the carrier'stransportation network. For example, arbitrarily assigning a strip (orunloading) door at a given hub facility could potentially decrease thefreight throughput of the hub and delay the stripping and loading ofother trailers. For instance, in the Phoenix hub, if stripping thefreight shipments of trailer A12 via door “S13” would increase thedistance the freight shipments would need to be transported at the hub,it would likely increase the strip time of trailer A12 and delay otherhub functions such as the reloading of trailer A12. In isolation, such adelay may seem trivial. However, when repeated, such delays maysignificantly alter the efficiency of the carrier's transportationnetwork. To minimize these situations, the planning module 370, indetermining a route, may calculate the total cross-hub distance thatusing a particular strip door would require. For instance, bymultiplying the total number of units in each freight shipment by thetravel distance from a given strip door to the required outbound doorfor each freight shipment, the planning module 370 can determine thetotal cross-hub distance for a freight shipment and/or trailer load. Byminimizing the cross-hub distance, hub efficiency may be increased. Inaddition to the minimizing the cross-hub distance, the planning module370 may also evaluate other factors to increase efficiency in thetransportation network, such as the weight capacity of a lift truck,whether a freight shipment will be temporarily housed at the hubfacility, and load priority of a shipment (e.g., if a shipment has aguaranteed delivery date).

As indicated in Block 720, after the shipping data is received and theroute is planned, the manifest module 340 may generate an electronicmanifest. The term “electronic manifest” is used generically to refer toa list of freight linked to, for example, a carrier transport means suchas a trailer or plane. In addition to a list of the freight linked to aparticular transport means, the electronic manifest may also includeboth the shipping data (e.g., information regarding the freight shipmenton the BOL) and routing information provided by the planning module 370for each freight shipment included in the electronic manifest. In oneembodiment, the electronic manifest provides this information (e.g.,list of the freight, shipping data, and routing information) for allshipments located within the transport means. In another embodiment, theelectronic manifest provides this information for a single freightshipment having multiple units located in the transport means. Invarious embodiments, the electronic manifest may be assigned a manifestidentifier such that each manifest can be tracked or otherwiseidentified. Thus, the electronic manifest can be used to both track themovement of freight and provide instructions for handling and/or routingthe freight through the carrier's transportation network.

The electronic manifest may be used by various carrier personnel such aslift truck operators (or others) at a hub facility (or other locations)to route the freight through the transportation network. For example,lift truck operators at a hub facility may use the electronic manifest(via a lift truck computing device 510) to strip the freight from onetrailer and load it into another trailer, temporarily house the freightat the hub facility, or leave the freight in the trailer.

In one embodiment, for the lift truck computing device 510 to receive anelectronic manifest, the electronic manifest may first be sent tovarious other computing devices. In transmitting the electronicmanifest, in one embodiment, the enterprise system 105 may transmit itusing two separate files. For example, according to one embodiment, theelectronic manifest can be sent using a first message file and a secondmessage file. The first message file may include information relating tofreight located within a transport means, e.g., all shipments locatedwithin a trailer and their routing and/or handling instructions. Thesecond message file may include the shipping data (or at least a portionthereof) associated with the freight of the first message file and anyassociated “special handling instructions,” such as information onhandling hazardous materials in a freight shipment. As will berecognized, the message files are illustrative and are not limiting tothe various embodiments described herein. Thus, in another contemplatedembodiment, the electronic manifest may be a single message file ormultiple message files, which are transmitted to various computingdevices.

As shown in FIG. 7 and indicated above, the electronic manifest mayfirst be sent to and received by various other computing devices beforebeing sent to and received by the lift truck computing device 510. Forexample, as shown in Block 725, the enterprise system 105 may transmitthe electronic manifest to a supervisory computing device 115, afterwhich the supervisory computing device 115 may transmit the electronicmanifest to the lift truck computing device 510 (Block 730). In anotherembodiment, the enterprise system 105 may transmit the electronicmanifest to a local computing device 110 (Block 735), the localcomputing device 110 may then transmit the electronic manifest to thesupervisory computing device 115 (Block 740), after which thesupervisory computing device 115 may transmit the electronic manifest tothe lift truck computing device 510 (Block 745). In these contemplatedembodiments, transmitting the electronic manifest to the variouscomputing devices may serve different functions.

With respect to the local computing device 110, in one embodiment, thelocal computing device 110 may function as a gateway or central locationto receive information for a region, general area, or hub. For example,in one embodiment, for all shipments being transported to or through thegreater Atlanta area, a single location could serve as the centralcommunications point for all hubs within the Atlanta area. In anotherembodiment, the local computing device 110 could serve a managerialfunction at a specific hub, such as coordinating the freight flow at thehub by assigning the various electronic manifests to the supervisorycomputing devices 115. This architecture may facilitate networkredundancy or managerial functions, including monitoring the flow offreight through various hubs.

With respect to the supervisory computing device 115, in one embodiment,the supervisory computing device 115 may be used to coordinate variousfunctions within a hub facility. For example, in one embodiment, thesupervisory computing device 115 may be located within a hub facilitythat houses one or more lift trucks 120. In this embodiment, thesupervisory computing device 115 may assign or dispatch work to the lifttruck operators, e.g., instructions to strip or load trailers (or othertransport means). For example, if there are ten lift trucks 120 at a hubfacility and ten inbound trailers en route to the hub that will need tobe stripped, the supervisory computing device 115 may assign each lifttruck 120 to strip a particular trailer. In assigning a lift truck 120to strip, for example, a particular trailer, the supervisory computingdevice 115 may transmit one or more electronic manifests linked to thetrailer to the assigned lift truck computing device 510 (Blocks 730 and745). After the lift truck computing device 510 receives the electronicmanifest (Block 800), a copy of the electronic manifest (including alist of all freight within a trailer, the shipping data associated withthe freight in the trailer, and handling/routing instructions for thefreight) can be stored in the lift truck computing device 510 and usedto transport freight shipments. Further, as will be recognized, in thecontemplated embodiments, there may be multiple supervisory computingdevices 115 at a single location. For example, there may be fivesupervisory computing devices 115 at a hub used by carrier personnel tocoordinate the flow of freight through the hub.

However, in one embodiment, before operation of the lift truck 120 canbegin, the lift truck computing device 510 may receive a lift truckoperator's login (Block 805). The operator login may be received before,during, or after receipt of the electronic manifest. An illustrativeoperator login screen displayed via a lift truck display 515 is shown inFIG. 11. Using the lift truck computing device 510, the lift truckoperator can validate his credentials (e.g., authorization) to operatethe lift truck 120. Thus, at this step, the lift truck computing device510 receives the lift truck operator's login and verifies that theoperator is authorized to operate the lift truck 120.

After the operator's identity has been verified, the lift truckcomputing device 510 may cause display the electronic manifest or atleast a portion thereof (Block 810). Continuing with the above example,as shown in FIG. 12, the lift truck computing device 510 can displayfive of the twelve freight shipments (or any other number) included inthe electronic manifest. In this embodiment, the lift truck computingdevice 510 displays the unique identifier for the freight shipment(e.g., the PRO number), the strip door for the trailer, the manifestidentifier, the consignee, the destination, and other information. Atthis point, the lift truck operator can select a freight shipment toinitiate a location event. The term “location event” is used genericallyto indicate that information regarding the location of the freightshipment may be received as input by the lift truck computing device510. Thus, a location event does not necessarily connote that thefreight is being moved, but that information regarding its location maybe received as input, such as indicating that the freight shipment hasarrived at a particular hub and will remain with the assigned trailer.

After the lift truck computing device 510 receives the operator inputinitiating a location event for a particular freight shipment (Block815), the lift truck operator may identify the freight shipment in thetrailer (or other transport means). To identify the freight shipment,various techniques may be used. For example, the lift truck operator maysimply perform a visual inspection of the freight, e.g., by reading asticker affixed to the freight shipment with the corresponding uniqueidentifier printed thereon. Alternatively, to identify the freight, thelift truck 120 may be equipped with a barcode reader and/or an RFID taginterrogator on the fork 520, for instance, that can be used to scan thebarcode stickers or interrogate the RFID tags attached to the freight.By scanning the barcode or interrogating the RFID tag, the uniqueidentifier can be automatically determined by the lift truck computingdevice 510.

In an alternative embodiment, before initiating a location event for aparticular freight shipment, the freight shipment may be automaticallyidentified using an RFID tag interrogator. For example, after the lifttruck computing device 510 displays at least a portion of the electronicmanifest, the lift truck operator may use the lift truck 120 to pick upthe first available freight shipment. In this embodiment, after thefreight shipment is picked up by the fork 520 of the lift truck 120 (oreven before), the freight can be automatically identified byinterrogating the RFID tag attached to the freight using the RFIDinterrogator. Accordingly, the lift truck computing device 510 canautomatically identify freight and initiate a location event for theidentified freight. Thus, as illustrated, identifying the freight can beautomated with minimal or no human involvement. As will be recognized,various other techniques may be used to identify freight shipments andbe within the scope of the various embodiments of the present invention.

In yet another embodiment, a freight shipment that is not included inthe electronic manifest may be identified in, for example, a trailer. Insuch cases, the freight shipment can be added to the electronic manifestvia the lift truck computing device 510. For instance, the lift truckoperator can input (or scan) the unique identifier of the freightshipment via the lift truck computing device 510, which may respond witha handling instruction provided by the supervisory computing device 115.In this way, the lift truck computing device 510 can provideinstructions for “unexpected” events and add freight shipments to anelectronic manifest.

After a location event is initiated, the freight may be inspected andthe lift truck computing device 510 may receive inspection data as input(Block 820). The term “inspection data” is used generically to refer toinformation identifying the condition of the freight, such as overages,shortages, damage, and/or the like. As shown in FIG. 13, as part of theinspection process, the lift truck computing device 510 can displaydetailed information about the freight shipment for which the locationevent was initiated. For example, the lift truck computing device 510may display the number of loose units, hand units, and pallet units inthe freight shipment. In one embodiment, the term “loose units” refersto freight units that can be placed on pallets, but that are beingtransported as loose, individual pieces. Similarly, “hand units” can beused to refer to oversized or bulky items that may be difficult to moveduring the stripping or loading process, e.g., scrap metal bandedtogether. And “pallet units” may refer to freight that is beingtransported on pallets. With this detailed information being displayed,the lift truck operator can use the information to inspect the conditionof the freight and input the inspection data into the lift truckcomputing device 510.

Continuing with the above example, if a consignor ships forty boxes thatare shrink-wrapped on a single pallet, the shipping data and electronicmanifest can indicate that the freight shipment comprises a singlepallet with forty boxes attached thereto. So, for instance, if alocation event is initiated for this freight shipment, a screen similarto that shown in FIG. 13 may be displayed via the lift truck display515. Using the information provided by the lift truck computing device510 via the lift truck display 515, the lift truck operator can inspectthe freight to determine if there are any overages, shortages, or damagethat may have occurred during transit. After completing the inspection,according to one embodiment, the lift truck computing device 510receives the results of the inspection, e.g., the lift truck computingdevice 510 receives the inspection data as input from the lift truckoperator (Block 820). In another embodiment, the lift truck computingdevice 510, via the inspection module 670, receives inspection dataautomatically from a computing device, such as a reweigh computingdevice 500 (Block 820). For example, the inspection data may simply be aweight determined by the reweigh computing device 500 and transmitted tothe lift truck computing device 510 as inspection data. In thisembodiment, the “inspection” may merely comprise weighing the freightand comparing the weight to the information provided in the BOL todetermine if there is a weight disparity in the freight shipment sincethe time transport commenced, e.g., a possible overage or shortage offreight or incorrect weight provided on the BOL.

After the lift truck computing device 510, via the inspection module670, receives the inspection data (e.g., as automated or manual input),the lift truck computing device 510 may determine if the inspection dataexceeds an inspection threshold. An “inspection threshold” may be, forinstance, a definable amount of freight overage, freight shortage, orfreight damage that is acceptable for a given freight shipment, a set offreight shipments, or for all freight shipments. Thus, there may bemultiple inspection thresholds for a shipment, a set of shipments, orfor all shipments. For example, in one embodiment, three inspectionthresholds may be defined: an overage threshold; a shortage threshold;and a damage threshold. In an alternative embodiment, a single thresholdis defined. In the above example, the inspection threshold may indicatethat any freight overage, a 2% percent freight shortage, and 8% freightdamage are all satisfactory thresholds for all freight shipments.Correspondingly, in this embodiment, any shortage exceeding 2% and anydamage exceeding 8% would exceed the inspection threshold. As will berecognized, the inspection threshold can be a percentage, a number, acondition (e.g., water damage), a weight, and/or the like. Moreover, invarious embodiments, the inspection thresholds may be variably definedby the consignor, consignee, or carrier. For example, if a consignorships a high-value item, any damage to the freight may be unacceptableand the damage threshold may be set at 0%. In contrast, if the consignorships a low-value item, a certain percentage of damage may notsignificantly affect the value of the freight and the damage thresholdmay be higher, such as 15%.

Continuing with the above example, if the pallet shipped with fortyshrink-wrapped boxes received significant damage to twenty-five of theforty boxes, the lift truck operator could inspect the freight and inputthe inspection data (e.g., condition information) representative of thedamage via the lift truck computing device 510. After receiving theinspection data, the lift truck computing device 510 may determine ifthe inspection data exceeds one or more inspection thresholds (Block825). If the lift truck computing device 510 determines that theinspection data exceeds an inspection threshold, in one embodiment, itmay generate an inspection alert (Block 830).

As indicated above, the term “inspection alert” is used generically toindicate some form of notification that an inspection threshold has beenexceeded. Inspection alerts may be generated by the lift truck computingdevice 510 (or another computing device) in a variety of ways. Forexample, the lift truck computing device 510 may send a textual noticeto a computer, pager, cell phone, DIAD, or other mobile device.Similarly, the lift truck computing device 510, via the inspectionmodule 670, may simply set an electronic flag (e.g., changing a definedbit in a message) that can be transmitted to the enterprise system 105,the local computing device 110, the supervisory computing device 115, orthe like. As will be recognized, the described inspection alerts areillustrative and not limiting to the various embodiments of the presentinvention, and, in fact, may be generated by devices other than the lifttruck computing device 510.

Additionally, the range of uses of the inspection alerts may vary. Inone embodiment, an inspection alert may simply notify the carrier thatdamage to a particular freight shipment has occurred. In thisembodiment, the carrier may determine whether further action isnecessary based on its relationship with the consignor or consignee. Inanother embodiment, the inspection alert may provide the consignor orconsignee with the option of intervening with the progress of thefreight shipment. For example, the consignor may request that thefreight shipment be returned or that delivery of the freight shipment tothe consignee continue. So, for instance, as noted in the above example,if an inspection alert were generated because twenty-five of the fortyboxes were damaged, the consignor may request that the entire damagedfreight shipment be returned (or routed to another location), and theconsignor may immediately ship a new freight shipment to the consignee.

With respect to charging customers for transporting a freight shipment,carriers may rely on the shipping classification provided by theconsignor on the BOL (in addition to, for example, internal auditingprocedures). The shipping classification may be based on a number offactors, including the value, potential for damage, overall weight, andpounds per cubic foot of the freight shipment. Of these, the twopredominant factors in determining a shipping classification are theweight and dimensions of the freight. Because the lift truck 120, in oneembodiment, includes a reweigh computing device 500, weights for freightshipments can be determined at hub facilities (and other locations) tohelp ensure that shipping classifications on the BOLs are accurate. If ashipping classification is inaccurate, the carrier may undercharge orovercharge the consignor for transporting the freight. With respect toundercharges, a significant percentage of freight that is transported bycarriers is at least initially under-classified, which may cause thecarriers lose a substantial amount of revenue if undetected. Forexample, one estimate indicates that a large freight carrier may recoveras much as $30 million a year by manually auditing the shippingclassifications of just a small percentage of the freight shipments ittransports. With an automated system automatically auditing every, ormost, freight shipments, it is likely that such revenue recoveries wouldincrease substantially. To audit the shipping classification of afreight shipment, it may be useful to determine the dimensions andweight of the freight shipment.

To make weight determinations, in addition to housing the reweighcomputing device 500, the lift truck 120 may include a “load cell” andan “inclinometer” on the lift truck 120. For example, in one embodiment,the lift truck 120 may include a load cell(s) mounted to one (or both)of the forks 520. In this embodiment, the load cell is capable ofdetermining the weight of items on the fork 520. Similarly, aninclinometer(s) may be mounted to one (or both) of the forks 520 tomonitor lift truck tilts, slope measurements, and/or pitch and rollmeasurements that may affect weight determinations. In operation, theload cells can provide the measurement of weight on the forks 520 andthe inclinometer can determine the angle (forward angles, backwardangles, and lateral angles) of the forks 520. Thus, for the reweighcomputing device 500 to make a weight determination, it may receiveweight and angle information from the load cell(s) and inclinometer(s),respectively. After receiving this information, the reweigh computingdevice 500, compensating for angles and the like, may make a weightdetermination for the freight on the fork(s) 520 (FIGS. 14-15 and Block835). Then, the reweigh computing device 500 may transmit the weightdetermination to the lift truck computing device 510 (Block 840). Aswill be recognized, though, the lift truck computing device 510 may alsoreceive the weight determination as manual input from a user, e.g., asan override input or as input for freight that does not lend itself toweight determinations using the fork 520 or the lift truck 120.

In addition to ensuring accurate freight classifications, as discussedabove, weight determinations (e.g., reweighing the freight at differentlocations in the transportation network) may also be used to determinewhether there is an overage or shortage of freight that occurred duringtransit. Thus, the weight determination can be received as theinspection data (or as part of the inspection data) for comparing to theinspection threshold.

These weight determinations may, according to one embodiment, be made onevery freight shipment transported by a carrier. In another embodiment,making a weight determination on every freight shipment may proveinfeasible. Thus, in certain circumstances, only the freight shipmentsof specific consignors may be subject to reweighs (and reweighclassifications), e.g., based on a particular consignor's course ofbusiness conduct. For example, if a consignor frequentlyunder-classifies shipments, the carrier may find it necessary to reweighall of the consignor's shipments. Similarly, particular types ofshipments may be difficult to classify (e.g., scrap metal bandedtogether), so the carrier may find it necessary to reweigh particulartypes of shipments or all shipments of particular classificationsregardless of the consignor or the type of freight being shipped.

As will be recognized, according to various embodiments, the weightdeterminations may be in compliance with and may be made using devicescertified by the National Type Evaluation Program (“NTEP”). An officialNTEP certificate of conformance is issued by the National Conference onWeights and Measures (“NCWM”) following successful completion of theevaluation and testing of a device. The certification indicates that thedevice meets applicable requirements for commercial weighing andmeasuring equipment in the United States. Thus, for example, the reweighcomputing device 500 may be an NTEP certified device, allowing a carrierto weigh freight shipments and charge customers in compliance withapplicable legal requirements. Similarly, outside of the United States,the weight determinations and devices may be operated and certified incompliance and accordance with an applicable governing jurisdiction'sregulations and laws.

As discussed above, the two predominant factors in determining shippingclassifications are the weight and dimensions of the freight. To aid indetermining freight dimensions (e.g., height, length, width, or anycombination thereof), one embodiment of the system includes two imagingdevices 125, such as two digital cameras mounted proximate a strip door.In this embodiment, the two imaging devices 125 can be used to capturemultiple views and images of the freight. Providing multiple views andimages of the freight may be helpful in determining the dimensions ofthe freight, providing for more accurate measurements or compensatingfor obstructed (or otherwise unclear) views of the freight. In thisembodiment, the imaging devices 125 may capture one or more images ofthe freight on the fork 520 of the lift truck 120 (Block 900). Forexample, as the lift truck 120 drives out of the trailer, the imagingdevices 125 may capture multiple images of the freight located on itsfork(s) 520. After an imaging device 125 captures one or more images, itmay transmit them to the lift truck computing device 510 (Block 905).

As indicated in Blocks 910 and 915, the lift truck computing device 510may receive both the weight determination from the reweigh computingdevice 500 (or as manual input) and the images from the imaging devices125. Using the images from the imaging devices 125, the lift truckcomputing device 510 may calculate the dimensions (e.g., height, length,width, or any combination thereof) of the freight (Block 920). Forinstance, using algorithms, the lift truck computing device 510 maydetermine the length, width, and/or height of the freight shipmentbased, for instance, on the pixels in the digital images received fromthe imaging devices 125. As an example, because digital images arerepresented by pixels (or image dots), algorithms can analyze the pixelsof an image to identify “edges” of surfaces of an object. Using theidentified edges, algorithms may use a fixed object or other referencein the image to determine its dimensions. For instance, by using areference point, such as a twelve inch long barcode affixed to a freightshipment, algorithms can determine the number of pixels required for alength of twelve inches. With this information, algorithms can thendetermine the dimensions, such as length, width, and/or height, of thefreight shipment.

In an another embodiment, lasers can be used to determine (or helpdetermine) the dimensions of a freight shipment. For example, a distancelaser can be mounted near a strip door to determine the highest point ofa freight shipment to determine (or help determine) its height. In thisembodiment, images received from the imaging devices 125 can still beused to determine the length and width of the freight shipment.Similarly, as will be recognized, lasers can also be used to determine(or help determine) the height, width, and length of a freight shipment.In yet another alternative embodiment, as will also be recognized, thedimensions may be received as manual input or be received as part of theshipping data.

After the lift truck computing device 510 determines the dimensions ofthe freight shipment, it can determine the shipping classification basedon the weight determination and the dimensions (Block 925). In oneembodiment, this classification is referred to as the “reweighclassification.” The term “reweigh classification” is used because theweight determination may take place after an initial weightdetermination has been made either by the consignor or the carrier.

Similar to the NTEP certification for weight determinations, the reweighclassification may be determined in compliance and accordance withapplicable regulations and laws. In the United States, the NationalMotor Freight Traffic Association, Inc., has established National MotorFreight Classification (“NMFC”) standards for providing a comparison offreight moving in interstate, intrastate, and foreign commerce. Forexample, freight may be classified into one of eighteen classes—from alow of class 50 to a high of class 500. For example, the lift truckcomputing device 510, via the reweigh classification module 640, maydetermine the proper shipping classification in accordance with the NMFCstandards based on the minimum average density in pounds per cubic foot.Table 1 is provided below to illustrate exemplary average densities,shipping classifications, and average values per pound.

TABLE 1 Minimum Average Density Shipping Average Value (in pounds percubic foot) Classification Per Pound 50 50 $1.06 35 55 $2.06 30 60 $3.1222.5 65 $5.17 15 70 $7.80 13.5 77.5 $10.39 12 85 $15.61 10.5 92.5 $20.789 100 $25.99 8 110 $28.60 7 125 $32.49 6 150 $39.02 5 175 $45.52 4 200$52.02 3 250 $65.02 2 300 $78.01 1 400 $104.02 Less than 1 500 $130.04

In addition to weight and dimensions, the density, stowability,handling, and liability of the freight may also be considered toevaluate freight classifications. All of this information may be storedin tables stored in the lift truck computing device 510 to determinefreight reweigh classifications via the reweigh classification module640. Alternatively or additionally, such tables may be stored in variousother computing devices, such as the enterprise system 105, and accessedby the lift truck computing device 510 to make reweigh classifications.Thus, by using weight determinations made by NTEP certified devices andreweigh classifications determined in accordance with NMFC guidelines,carriers can charge customers for the reweigh classifications determinedin accordance and compliance with applicable regulations and laws.Similarly, outside of the United States, the devices and reweighclassifications may be in accordance and compliance with an applicablegoverning jurisdiction's requirements.

As indicated in Block 930, after determining the reweigh classification,the lift truck computing device 510 may compare the reweighclassification to the billing classification (e.g., the classificationprovided by the consignee on the BOL or as determined by the carrierupon receipt of the freight shipment). The reweigh classification andthe billing classification can be compared to determine if they are“substantially similar” (Block 1000). The term “substantially similar”is used to mean an exact classification match and/or to mean areasonable classification discrepancy as defined by the carrier,consignor, or consignee. In one embodiment, by determining if theclassifications are substantially similar, the carrier may, if desired,allow for expected or reasonable classification discrepancies. Forinstance, to maintain a valued relationship with a consignor, a carriermay choose to allow for classification discrepancies under a certainvalue, e.g., $5.62, for a particular consignor. Similarly,classification discrepancies may be allowed for international freightshipments that may be associated with different shipping classificationsfor each country. For example, class 70 in the U.S. may be class 50 inMexico, which may mean that the classifications are substantiallysimilar. As indicated above, though, the carrier may require that allbilling classifications match the reweigh classifications and not allowfor any classification discrepancies. Thus, the term “substantiallysimilarly” may be variably defined by the carrier, consignor, orconsignee and may be a monetary value, a percentage, and/or the like.Also, as will be recognized, the substantial similarity comparison canbe made by the enterprise system 105, the local computing device 110, orthe supervisory computing device 115.

If the lift truck computing device 510 determines that the reweighclassification and the billing classification are not substantially thesame, it may generate a classification alert (Block 1005). As with theinspection alert, the term “classification alert” is used generically toindicate some form of notification that the billing classification andthe reweigh classification are not substantially the same.Classification alerts may be generated by the lift truck computingdevice 510 (or another computing device) in a variety of ways. Forexample, the lift truck computing device 510 may send a textual noticeto a computer, pager, cell phone, DIAD, or other mobile device.Similarly, the lift truck computing device 510 may simply set anelectronic flag (e.g., changing a defined bit in a message) that can betransmitted to the enterprise system 105, the local computing device110, the supervisory computing device 115, or the like. As will berecognized, the described classification alerts are illustrative and notlimiting to the various embodiments of the present invention, and, infact, may be generated by entities other than the lift truck computingdevice 510.

The classification alerts may be used for different purposes. In oneembodiment, classification alerts may be used to notify the lift truckoperator that the reweigh classification needs to be verified as beingcorrect before proceeding. For instance, the classification alert mayrequire the lift truck operator to verify the dimensions of the freightand/or the weight determination to ensure their accuracy before updatingthe billing classification. In another embodiment, classification alertsmay be used to randomly check reweigh classifications in an effort tomonitor the overall performance and accuracy of the system.

In Block 1010, the lift truck computing device 510 may then transmit thereweigh classification to the enterprise system 105. After theenterprise system 105 receives the reweigh classification, it maychange/update the billing classification, via the billing module 330, toreflect the correct billing classification as indicated by the reweighclassification (Blocks 1015 and 1020). By updating the billingclassification, carriers can appropriately charge consignors and/orconsignees for the correct shipping classification. Thus, if the freightis under-classified, the responsible party may be charged an additionalamount (in one embodiment, the additional amount may further include aservice charge). If the freight is over-classified, the responsibleparty may receive a credit from the carrier.

After the freight shipment has been identified, inspected, reweighed,and the like, the freight shipment may be transported to the locationindicated via the electronic manifest (Block 1025). As shown in FIG. 16,during transport, a transitional screen may be displayed to showinformation about the transport of the freight, e.g., speed, direction,and the like. In one embodiment, to provide this information, the lifttruck computing device 510 may receive telematics/parametric data viathe telematics module 630. For example, the lift truck computing device510 may receive telematics data from various sensors, such as variablevoltage sensors, oil pressure sensors, seat sensors, seatbelt sensors,speed sensors, distance sensors, and the like. The data received fromthese sensors can be manipulated and/or communicated to the other systementities described herein for various purposes, including evaluatingoperator efficiency and tracking the movement of freight shipments. Forinstance, lift truck operator efficiency can be tracked by monitoringhow long it takes to strip a trailer or how long it takes to transport afreight shipment across the hub. Similarly, the data may be used, forexample, to determine when lift truck 120 maintenance such as an oilchange is necessary. Table 2 provides illustrative telematics data thatcan be received via the telematics module 630.

TABLE 2 Name Telematics/Parametric Data DriverRunTimer The time theoperator has been running the lift truck DriverRunMiles The number offeet the operator has driven the lift truck (day, month, or year)IdentificationTimer, Number of seconds required to identify freightshipment InspectionTimer, Number of seconds required to identify freightshipment and reweigh freight MoveTimer, Number of seconds required totransport freight shipment LoadTimer Number of seconds required to loadfreight shipment ReturnTripTimer, Number of seconds required to returnto stripping location MoveFeet Total feet per move. BeginLocation Stripdoor or dock zone, e.g., EndLocation Coded value for final locationwithin trailer (see below) EndtrailerID Final trailer Number

As well the above telematics data, the lift tuck computing device 510may receive location data from a GPS, RFID tags, and/or barcodes. Forexample, as the lift truck 120 moves throughout the hub, RFID tags(and/or barcodes) storing location information can be interrogated(read) to automatically determine the location of the lift truck 120.For instance, as the lift truck 120 turns a corner or passes aparticular location in a hub, an RFID tag affixed to the particularcorner or location may be automatically interrogated to identify thelocation of the lift truck 120. In addition to using such mechanisms inhubs, similar identification means may be used to identify trailers,trucks, planes, and other transport means. For example, the rear door orinterior of a trailer may have an RFID tag attached thereto to identifythe trailer and/or the current location of the trailer. The locationinformation may be used to track to the movement and efficiency of thelift truck 120 and/or the location of the freight.

After the lift truck transports the freight shipment to the locationindicated by the electronic manifest, the lift truck computing device510 may receive input (e.g., information), via the location module 650,identifying the location where the freight was transported (Block 1030).As indicated above, this information may be received as automated input,e.g., via RFID tags, barcodes, or GPS, or as manual input from a user.Moreover, depending on the carrier, the location information may bedetailed or general. For instance, continuing with the above example andas shown in FIGS. 17 and 18, the lift truck computing device 510, viathe location module 650, may receive input indicating that the freightis now at door “Aa.” After identifying the door, the lift truckcomputing device 510 may receive trailer information, e.g., a uniquetrailer number and/or information indicating the current location of thetrailer. The lift truck computing device 510 may also receiveinformation indicating the location of the freight inside the trailer.For instance, after arriving at door Aa, the lift truck operator maydrive the lift truck 120 into the trailer through door Aa and depositthe freight on the left or right side of the trailer. This locationinformation can be received by the lift truck computing device 510 aseither automated or manual input. For instance, the lift truck operatormay manually input that the freight was deposited five linear feet fromthe door on the left side of the trailer. Alternatively, thisinformation may be received automatically using various means, such asRFID tags, barcodes, and/or photo sensors positioned within the traileror outside the outbound door. The location information may be used fortracking freight shipments, properly balancing trailer loads, and/oridentifying high-priority shipments that may need to be stripped out ofthe trailer first.

In one embodiment, after the lift truck computing device 510 hasreceived the location information regarding the location of the freightshipment, the lift truck computing device 510 may receive a locationvalidation (Block 1035). The term “location validation” is usedgenerically to refer to input confirming the location of one or morefreight shipments. In the shipping industry, double checking load androuting information for packages, freight shipments, and trailer loadsis often good practice. For instance, if a freight shipment is misloadedor misrouted, the carrier may have to re-route the freight shipment andpotentially compensate the consignor or consignee for any delay indelivery of the freight. To limit these situations, as shown in FIG. 19,the lift truck computing device 510 may cause display of a screenrequesting a location validation. In response to this display, similarto location information, the lift truck computing device 510 may receivea location validation as automated or manual input. For instance, uponexiting the trailer, the lift truck operator may confirm via manualinput that the freight was loaded into the correct trailer. If thefreight is loaded into the correct trailer (or deposited at the correctlocation within the hub), the lift truck operator may continue strippingand/or loading trailers. If, however, the freight is misloaded ormisrouted, the lift truck operator may need to transport the freight tothe correct trailer or hub location. For misloaded or misrouted freight,a validation alert may be generated to advise the lift truck operatorthat there may be a problem with the freight. As with the other alerts,the term “validation alert” is used generically to indicate some form ofnotification that the freight may have been misloaded or misrouted.These alerts can be generated in ways similar to those discussed withrespect to the inspection alerts and the classification alerts. As willbe recognized, though, other alerts can also be generated, such as (1) a“priority alert” used to provide notification that a freight shipment isbehind its guaranteed delivery date or requires special handling to meetits guaranteed delivery date or (2) a “hazardous material alert” used toprovide notification that a freight shipment contains hazardousmaterials and may require special handling.

Continuing with the above example, after the lift truck computing device510 receives a “location validation” indicating that the freightshipment is in the correct location, the driver may return to thestripping door and continue stripping the trailer. And as shown in FIG.20, during the return trip, a transitional screen may be displayed toshow information about the trip, e.g., speed, direction, and the like.

During the entire process of transporting freight shipments through acarrier's transportation network, the carrier, consignor, and consigneemay have access to real-time current status information regarding eachfreight shipment. The term “current status information” is usedgenerically to refer to the data or information about the location, thereweigh classification, trailer assignments, shipping data, handlinginstructions, and/or the like for freight shipments. In one embodiment,as the current status information is received by the lift truckcomputing device 510, the lift truck computing device 510 may transmitthis information to the supervisory computing device 115 and/or theenterprise system 105. Alternatively, the enterprise system 105 (e.g.,via the visibility module 350) and/or the supervisory computing device115 (e.g., via the visibility module 470) may periodically poll the lifttruck computing device 510 for current status information. With currentstatus information, the enterprise system 105 and/or the supervisorycomputing device 115, via their respective visibility modules, canprovide real-time current status information to the various entities(Block 1040). For example, a hub supervisor can monitor the progress ofthe freight moving through the hub, such as the current status of alldispatched shipments on the hub that have been stripped and loaded.Similarly, a consignor can track the progress of the freight shipment onits way to the consignee by accessing the carrier's website. Thisfunctionality provides real-time visibility for the freight shipmentsmoving through the carrier's transportation network to consignors,consignees, and the carrier.

In addition to providing real-time current status information, theenterprise system 105 may generate a variety of reports (Block 1045)with data it receives or with data received by the lift truck computingdevice 510. Information in the reports may include lift truck operatorefficiency, throughput of the carrier's transportation network or hub,under-classified freight (including patterns of a particular consignor),misloaded or misrouted freight shipments, and the like. As will berecognized, though, there are a variety of reports that can be generatedwith the information received and/or generated by the enterprise system105, the local computing device 110, the supervisory computing device115, the reweigh computing device 500, and the lift truck computingdevice 510.

Many modifications and other embodiments of the inventions set forthherein will come to mind to one skilled in the art to which theseinventions pertain having the benefit of the teachings presented in theforegoing descriptions and the associated drawings. Therefore, it is tobe understood that the inventions are not to be limited to the specificembodiments disclosed and that modifications and other embodiments areintended to be included within the scope of the appended claims.Although specific terms are employed herein, they are used in a genericand descriptive sense only and not for purposes of limitation.

That which is claimed:
 1. A method for tracking the movement of freightshipments comprising: receiving, via a lift truck computing devicedisposed on a lift truck, an electronic manifest from an enterprisesystem, the electronic manifest comprising at least a portion ofshipping data for each of a plurality of freight shipments, the portionof the shipping data identifying (1) respective unique trackingidentifiers associated with the freight shipments, and (2) respectivefinal delivery destinations of the respective freight shipments beingtransported through a carrier's transportation network; displaying, viaa display disposed on the lift truck, at least a portion of theelectronic manifest; receiving, via the lift truck computing device,input initiating a location event for a freight shipment of theplurality of freight shipments, wherein the location event indicates thelocation of the freight shipment; receiving, via the lift truckcomputing device, inspection data in response to initiating the locationevent, the inspection data indicating a condition of freight of thefreight shipment at the indicated location; determining, via the lifttruck computing device, whether the inspection data exceeds a pluralityof predefined inspection threshold numeric values; and detecting, bylift truck detecting devices in communication with the lift truckcomputing device, an overage, or a shortage and damage of the freight ofthe freight shipment in response to determining that at least two of thepredefined inspection threshold numeric values are exceeded.
 2. Themethod of claim 1, further comprising: designating, via the lift truckcomputing device, respective inspection thresholds, among a plurality ofpredefined inspection thresholds, to denote a predefined amount offreight overage, or freight shortage or freight damage that isacceptable for the freight of the freight shipment.
 3. The method ofclaim 1, further comprising: generating, via the lift truck computingdevice, an inspection alert in response to determining that theinspection data exceeds at least one of the predefined inspectionthreshold numeric values, the inspection alert notifies at least oneentity that the at least one predefined inspection threshold numericvalue is exceeded.
 4. The method of claim 1, wherein the location eventfurther indicates that the freight shipment is being moved from a firstlocation to a second location.
 5. The method of claim 4, furthercomprising receiving information identifying the second location of thefreight shipment.
 6. The method of claim 4, wherein the informationidentifying the second location is received as input from a user.
 7. Themethod of claim 4, wherein the information identifying the secondlocation is received from one or more radio frequency identification(RFID) tags.
 8. The method of claim 4, wherein the informationidentifying the second location is received from one or more barcodelabels.
 9. The method of claim 4, wherein the information identifyingthe second location indicates that the freight shipment is within atrailer identified by a unique trailer number, a side of the trailer inwhich the freight shipment is located, and a distance the freightshipment is within the trailer relative to a trailer door.
 10. Themethod of claim 4, further comprising: electronically transmitting, fromthe lift truck computing device to the enterprise system, at least aportion of the information identifying the second location of thefreight shipment.
 11. The method of claim 4, further comprising:receiving, via the lift truck computing device, a location validationthat confirms the second location of the freight shipment.
 12. Themethod of claim 1, further comprising: determining, via a reweighcomputing device disposed on the lift truck, a weight of the at least aportion of the freight shipment; electronically transmitting, from thereweigh computing device to the lift truck computing device, the weightdetermination of at least the portion of the freight shipment; andreceiving, via the lift truck computing device, the weight determinationof at least the portion of the freight shipment.
 13. The method of claim12, wherein prior to determining the weight, the method furthercomprises: receiving, via the lift truck computing device, one or moreimages of the freight shipment captured via an imaging device.
 14. Themethod of claim 1, further comprising: determining whether a reweighclassification of the freight shipment and a billing classification ofthe freight shipment are substantially the same, the reweighclassification is determined based in part on the weight determinationand dimensions of the freight shipment; and generating a classificationalert in an instance in which the reweigh classification and the billingclassification are not substantially the same.
 15. The method of claim14, further comprising: updating the billing classification to indicatethe reweigh classification of the freight shipment in the instance inwhich the reweigh classification and the billing classification are notsubstantially the same.
 16. The method of claim 1, further comprising:determining, via the lift truck computing device, a reweighclassification of the freight shipment while the freight shipment isbeing transported through the carrier's transportation network.
 17. Alift truck for tracking the movement of freight shipments comprising: alift truck computing device, disposed on the lift truck, configured to:receive an electronic manifest from an enterprise system, the electronicmanifest comprising at least a portion of shipping data for each of aplurality of freight shipments, the portion of the shipping dataidentifying (1) respective unique tracking identifiers associated withthe freight shipments, and (2) respective final delivery destinations ofthe respective freight shipments being transported through a carrier'stransportation network; display, via a display device, at least aportion of the electronic manifest; receive input initiating a locationevent for a freight shipment of a plurality of freight shipments,wherein the location event indicates the location of the freightshipment; receive inspection data in response to initiating the locationevent, the inspection data indicating a condition of freight of thefreight shipment at the indicated location; and determine whether theinspection data exceeds a plurality of predefined inspection thresholdnumeric values; and lift truck detecting devices in communication withthe lift truck computing device configured to detect an overage, or ashortage and damage of the freight of the freight shipment in responseto determining that at least two of the predefined inspection thresholdnumeric values are exceeded.
 18. The lift truck of claim 17, wherein thelift truck computing device is further configured to: designaterespective inspection thresholds, among a plurality of predefinedinspection thresholds, to denote a predefined amount of freight overage,or freight shortage or freight damage that is acceptable for the freightof the freight shipment.
 19. The lift truck of claim 17, wherein thelift truck computing device is further configured to: generate aninspection alert in response to determining that the inspection dataexceeds at least one of the predefined inspection threshold numericvalues, the inspection alert notifies at least one entity that the atleast one predefined inspection threshold numeric value is exceeded. 20.The lift truck of claim 17, wherein the location event further indicatesthat the freight shipment is being moved from a first location to asecond location.